Manifold construction



Jan. 4, 1938. D. E. ANDERSON 2,104,178

MANIFOLD CONSTRUCTION Filed Feb. 25, 1955 2 Sheets-Sheet 1 ll62l2 325244F '6. 40 I INVENTOR DAVID E .ANDERSON ATTORNEY S Jan. 4, 1938. D. E.ANDERSON MANIFOLD CONSTRUCTION Filed Feb. 25, 1955 {Sheets-Sheet 2INVENTOR DAVID E.ANDERSON MWRMM ow mmkqh ATTORNEYS Patented Jan. 4, 1938UNITED STATES PATENT OFFICE MANIFOLD CON$TRUCTION Application February25, 1935, Serial No. 8,136

9 Claims.

This invention relates generally to manifolds for multi-cylinderinternal combustion engines and refers more particularly to intakemanifolds of the type employed to conduct the fuel mixture from thecarburetor means to the cylinders of the engine.

In a great many multi-cylinder internal combustion engines of the typeheretofore manufactured, cylinders having overlapping suction strokeswere supplied with fuel mixture from a common passage in such a mannerthat the suction of one of the cylinders opposed the suction of theother, with the result that one or both of the cylinders were quitefrequently improperly filled, particularly at high speeds where the timeinterval is relatively short.- Such a condition not only institutesroughness in the performance of the engine due'to the non-uniformity ofthe charge in the various cylinders, but also ap- 20 preciably reducesthe compression pressures irrespective of the compression ratioprovided, and as a consequence, reduces the maximum DOWer obtainable. Inother words, it may be said that all things being equal, the performanceof an internal combustion engine depends, to a large extent, upon thevolumetric efficiency or upon the ability of the induction system touniformly and completely fill the cylinders with the working fuelmixture at all speeds. To this end, it is one of the principal objectsof the present invention to provide an internal combustion engine with acrank arrangement andwith an induction manifold insuring substantiallyperfect distribution of the fuel mixture to the various cylinders, or inother words, insuring uniform and complete filling of each of thecylinders of the engine. Hence, the present invention provides formaterially increasing the volumetric efliciency of multi-cylinderinternal combustion engines and also renders it possible to securemaximum compression pressures for any given compression ratio.

In accordance with this invention, successively firing cylinders are notonly supplied with fuel mixture from different passages in the inductionmanifold, but the maximum time interval is provided between the suctionstrokes cf the cylinders supplied by-the same induction passage, and itis a further object of this invention to provide a relatively simplecompact induction manifold capable of securing the results previouslyset forth.

The foregoing, as well as other objects, will be made more apparent asthis description proceeds, especially when considered in connection withthe accompanying drawings, wherein:

proved induction manifolding system;

Figure 3 is a plan View of an induction manifold constructed inaccordance with this invention;

Figure 4 is a bottom elevational view'of the construction shown inFigure 3.

Forthe purpose of illustrating this invention,

I have'selected an 8-cylinder V-type engine having two banks ofcylinders arranged at approximately 90 from each other and having acrankshaft of the so-called 90-type. The cylinder bores are indicated bythe numerals l to 8 inclusive,.and the four throws on the crankshaft areindicated by the letters A, B, C, and D. It being understood that thecrank or throw A is connected to the pistons in the cylinder bores I and5, while the crank B is connected to the pistons in the cylinder bores 2and ,6, and the throw C is connected to the pistons in the cylinderbores 3 and Land the throw D is connected to the pistons in the cylinderbores .4 and 8. throws are preferably so arranged that the crankshaft isinherently balanced, or in other words, the throws A and D extend uponopposite sides of the axis of the shaft at 180 from each other,

while the throws B and C also extend upon opb posite sides of the axisof the shaft at 180 from each other, but at 90 from the throws A and D.Although various different combinations of firing orders may be securedwith a crankshaft having the above arrangement of cranks, nevertheless,I preferto fire the cylinders in the following order, I 5- -4- 86-3-1-2. With this construction, it will be apparent that the suctionstrokes of the cylinders I and 6 are 360 out of phase, or in otherwords, the cylinder 6 is beginning its suction stroke as the cylinder lstarts on its power stroke. This is also true of the pairs of cylinders5-3, 2 8, and'41.

In accordance with conventional practice, each cylinder is provided withan intake port I0 and an exhaust port [2. As is usually the case, theaforesaid ports communicate with the interior of the cylinder boresthrough the medium of combustion chambers and the flow of fluid throughthe ports may be controlled by poppet valves 14 L The several 2 of.conventional construction. The exhaust ports prises a transverse passage20 communicatingat.

its ends with the intake ports for the cylinders I and 6 andcommunicating intermediate its ends with the carburetor riser 2|. Thesystem' I! also comprises a transverse passage 22 communicating at itsends with the intake ports for the cylinders 3 and 5 and communicatingintermediate its ends with the carburetor riser 23. The system l8.,islikewise provided with a transverse passage 24 communicating at its endswith the intake ports of the cylinders 4 and l and communicatingintermediate its ends with the carburetor riser 2-5. a

The system I9, is similar to the aforesaid system in that it is alsoprovided with a transverse passage 26 communicating at its ends with theintake ports of the cylinders. 2 and 8 and communicating intermediateits ends with the carburetor riser 21. All of the aforesaid passages,including the risers, are formed integral in a single casting,preferably formed of a metal of high thermal conductivity, such asaluminum or aluminum alloy,.and certain of the passages are providedWith common wall portions. In addition, the risers are preferablylocated in juxtaposition to each other, so as to permit the use of asingle four-barrel carburetor unit for supplying the proper fuel mixtureto the various passages.

From the foregoing arrangement, it Will be observed that the cylindersin each pair have their suction strokes 360 out of phase and draw theircharges from an independent induction system. In other words, thecylinders l--6 aresupplied with fuel mixture by the system l6 includingthe riser 2|, and the cylinders 35 draw their charge from the system llincluding the riser'23, while the cylinders 41 are supplied by thesystem 18 and the cylinders 28 are supplied by the system l9. Thus, whenconsidering that the four passages embodied in the above systems arenoncommunicating, it Will be apparent that only those cylinders havingtheir suction stroke phases 360 apart will be supplied from the samepassage or from the samesystem, and accordingly, the cylinders havingoverlapping suction strokes are not only prevented from robbing eachother of fuel mixture, but the difficulty usually attributed.

to the ramming effect caused by the flow to a previously opened port isavoided. As a matter of fact, a maximum time interval is provided ineach passage between the suction stroke of one of the cylinderscommunicating with this passage and the suction stroke of the othercylinder also communicating with this passage. This results incompletely and uniformly filling each and every cylinder of the internalcombustion engine irrespective of the'speed of operation of the engine,and thereby not only insures smooth engine performance, but at the sametime provides for obtaining maximum compression pressures for any givencompression ratio. It is pointed out in this connection that in actualpractice it may be desirable toproportion the cross sectional areas ofthe several passages in accordance with the length of thesepassages soas to provide for balancing the pressures in these passages.

Although in describing the present invention particular stress has beenplaced upon a specific design of internal combustion engine having aparticular firing order and also upon a specific design of manifold, itwillbe apparent that the principle involved herein may be secured withvarious different types of engines and with var ious differentconstructions of manifolds. Accordingly, reservation is made to makesuch changes in the details of construction as may come within thepurview of the accompanying claims.

What I claim as my invention is:

1. The combination with an internal combustion engine having eightcylinders arranged in pairs with the cylinders in each pair havingsuction periods 360 apart, and a manifolding system comprising aplurality of non-communicating passagescorresponding in number to thenumber of pairs of cylinders and each passage connecting the cylindersin a pair.

2. The combination with an eight-cylinder V-type internal combustionengine having the 7 cylinders thereof arranged in pairs with thecylinders in each pair having suction periods 360 apart, of amanifolding system comprising a plurality of non-communicating passagescorre- 'sponding in numberto the number of pairs of cylinders and eachof said passages connecting the cylinders of one pair, and carburetingmeans for conducting a fuel mixture to each of the passages.

3. The combination with an eight-cylinder 'V-type internal combustionengine having the cylinders thereof arranged in pairs with thecylinders, of each pair having suction periods 360 apart, of a manifoldcasting positioned between the banks of the cylinders and having aplurality of non-communicating passages so arranged that each passageestablishes communication between the cylinders in a pair, and means forconducting a fuel mixture to the passages.

4. The combination with an eight-cylinder V-type. internal combustionengine having the cylinders thereof arranged in groups so selected thatthe maximum time interval exists between the suction periods of thecylinders in each group, and a manifolding system comprisingnon-communicating passages corresponding in number to the number ofgroups and each passage connecting the cylindersin a group.

5. The combination with an eight-cylinder V-type internal combustionengine having the cylinders thereof arranged-in groups so selected thatthe maximum time interval exists between the suction periods .of thecylinders in each group, and a manifold casting having a plurality ofnon-communicating passages therein so arranged that each passageestablishes communication between the cylinders in'a group.

6. The combination with an internal combustion engine having a pluralityof cylinders arranged -in groups so selected that the maximum timeinterval exists between the suction periods of thecylinders in eachgroup, anda'manifold casting having a plurality of non-communicatingpassages therein corresponding in number to the number of groups ofcylinders and each of the passages establishing communication betweenthe cylinders in a group.

7. The combination with an eight-cylinder V-type internal combustionengine having the cylinders thereof arranged in groups with thecylinders of each group having suction periods 360apart, of a manifoldcasting positioned between the'banks of the cylinders and having aplurality of passages so arranged that each passage establishescommunication between the cylinders in a group.

8. In a V-type internal combustion engine having a plurality ofcylinders, a crank shaft, an

intake manifold including a plurality of passages communicatingrespectively with groups of the cylinders and arranged in co-operationwith the engine crank shaft for substantially 360 spacing in the firingof any two successive cylinders of the same passage.

9. In an internal combustion engine having eight cylinders, a crankshaft, an intake manifold including a plurality of non-communicatingpassages respectively communicating with groups of the cylinders andarranged in co-operation with the engine crank shaft for substantially360 spacing in the firing of any two successive cylinders communicatingwith the same passage.

DAVID E. ANDERSON.

